Reversing-gear mechanism



April 29, 1930. c. c. BERTRAM REVERSING GEAR MECHANISM Filed Nov. 13. 1922 l2 Sheets-Sheet l fik y a\ NJ April 29, 1930. c. c. BERTRAM REVEHSING' GEAR MECHANISM Filed Nov. 13. 1922 l2 Sheets-Sheet 2 NIW..

April 29, 1930. c. c. BERTRAM REVERSING GEAR MECHANISM Filed Nov. 13. 1922 l2 Sheets-Sheet 3 April 29, 1930. c. c. BERTRAM REVERS ING GEAR MECHANI SM Filed Nov. 13, 1922 l2 Sheets-Sheet 4 Filed Nov. 13, 1922 12 Sheets-Sheet 5 April 29, 1930. c. c. BERTRAM REVERSING GEAR MECHANISM Filed Nov. 13. 1922 12 Sheets-Sheet 6 www@ rw., ,S5

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April 29, 1930. c. c. BERTRAM REVERSING GEAR MECHANISM Filed NOV. 13. 1922 12 Sheets-Sheet '7 dez? 5.61 @@#md April 29, 1930. c. c. BERTRAM 1,756,334

REVERS ING GEAR MECHANI SM Filed NOV. 13. 1922 12 Sheets-Sheet B April 29, 1930- c. c. BERTRAM REVERSING GEAR MECHANISM Filed Nov` 13, 1922 12 Sheets-Sheet 9 Filed Nov. 13. 1922 l2 Sheets-Sheet 10 Aprril 29, 1930. c. c. BERTRAM REVERS ING GEAR MECHANS! Filed Nov. 15: 1922 l2 Sheets-Sheet l1 April 29, 1930. c. c. BERTRAM REVERSING GEAR MECHANISM Filed Nov. l5, 1922 l2 Sheets-Sheet 12 Patented Apr. 29, 1930 UNITED 4s'rarlss PATENT OFFICE CLARENCE CASPER BERTRAM, OF CHICAGO, ILLINOIS, ASSIGN'OR TO BARCO MANU- i FACTUBING COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS REVERSING-GEAR MECHANISM Application led November 13, 1922.

This invention relates broadly to fluid pressure operated devices, and more particulariy pertains to an improved fluid pressure operated motor for transmitting mo- 5 tion, and especially adapted for use in reversing or otherwise changing the positions of steam engine valves, such as employed in locomotive practice.

While, for the sakeof convenience, this invention is illustrated and described as a valve controlling device for steam locomotives, it will be readily understood that the invention is not limited to the specific adaptation here set forth, but finds a wide field of utility for l5 other purposes.

The principal objects and advantages which, characterize this invention reside in the provision of improved means for transmitting motion in one of two opposite directions Z0 through prescribed limits under the application of fluid pressure; the provision of improved means for imparting and controllin motion under the application of manual antgl fluid pressures; the provision of improved l5 means for imparting rectilinear motion through the application of fluid pressure; the provision of improved motion transmitting means; the provision of improved motion transmitting means characterized by the emi0 bodiment therewith of improved motion translatingr means; the provision of an improved fluid operated motion transmitting device; the provision of an improved fluid operated motion transmitting device character- 5 ized by the provision of improved motion translating means; the provision .of an improved fluid operated motor characterized by the embodiment therein of improved motion translating means; the provision of improved 0 manually controllable motion transmitting means; the provision of an improved fluid operated motion transmitting device characterized by the association therewith of improved motion translating means, and improved manual controllingr means; the provision of an improved locomotive valve shifting device; the provision of an improved manually controllable locomotive valve shifting device; the provision of an improved l manually controlled fluid operated locomo- Serial N0. 600,859.

tive valve shifting device; the provision of an improved fluid operated steam locomotive valve shifting device; the provision of improved means for reversing the valve mechanism of a steam locomotive engine; the provision of improved means embodying manually and fluid pressure operated mechanisms for reversing the valve mechanism of a steam locomotive engine; the provision of improved means for reversing and for varying the cutofi' of a steam locomotive engine, either manually or under independent power or both; the provision of improved means for controlling the cut-ofi and for reversing the valve mechanism of a steam locomotive engine by the application of fluid pressure; the provision of improved means for manually controlling the application of fluid pressure for varying the cnt-ofi' and for reversing the valve mechanism of a steam locomotive engine; the provision of improved means for manuall adjusting the position of an element to be moved, and for applying and controlling independent pressure for aiding in the manual adjustment of the device; and the provision of an improved compact and unitary fluid operated motor adapted for installation on any standard type of steam locomotive, and manually controllable for changing the positions of the steam engine valves.

This invention is further characterized more specifically by the provision of an improved fluid operated means for changing the positions of steam engine valves for controlling the direction of motion of the engine and embodying improved manual control means; the provision of a fluid pressure operated motor for shifting the engine `valves of a steam locomotive, characterized by the embodiment therein of manual control means, whereby the operator may maintain full con'- trol of the valve position at all times, and in which no great eiort on the part of the operator is required for moving the valves; the provision of an improved locomotive va-lve reverse gear characterized by the provision of mechanism which eliminates screw and worm elements, and reduces the number of parts required; and the provision of an improved fluid operated locomotive valve reverse gear which throughout its various positions may be positively and accurately manually controlled with safety, :in which the valves are securely maintained in set position, and in which lost motion is in a large degree eliminated.

As further characterizing this invention are: improved means for developing rectilinear motion, both of the element to be moved, and the manual and other control mechanism thereof, so as to avoid pivot points and eliminate mechanical faults; the provision of a manually controlled fluid pressure operated motion imparting device wherein the manual adjustment or movement is coincident with and mechanically aided by an independent source of power; and the provision of a device possessing the foregoin features which is simple in construction, e cient in operatiom and capable of universal application on ste-am locomotives for controllmg the valve mechanism thereof.

The more specific objects and advantages which, from a structural standpoint, characterize this invention, reside in an improved cylinder and piston structure which makes for lightness, compactness and durability; the provision of an improved piston structure and motion translating element for association therewith; the provision of improved means for operating the valve which controls the fluid pressure employed in operating this device; the provislon of an improved connection between the motion ltranslating device and the element to be moved; the provision of an improved arrangement and co-ordination ofl manual control means, fluid pressure control valve, and motion translating means, whereby to permit of accurate and facile control of the motor and the element moved throughout the limits of travel; and the provision of an improved arrangement which operates the Huid pressure control valve for balancing the pressure on either side of the piston element when the device has been moved to a desired position for holding same against accidental displacement.

Still further objects and more specific features characterizing this invention are: the provision of improved valve operating mechanism for controlling application of fluid pressure; improved mechanism for actuating the valve by a manually controlled step-bystep motion in the same direction as that being taken by the valve, and the embodiment of these features in a unit structuret The foregoing and such other objects and advantages as may appear or be pointed out as this description proceeds are attained in one structural embodiment, illustrated in the accompanying drawings,` in which:

Figure 1 is an elevational view of a device embodying the improvements of this invention;

Figure 2 is a similar view in top plan Figure 3 is a longitudinal sectional view, taken on the line 3-3 of Figure 2, looking in the direction indicated by the arrows;

Figure 4 is a transverse sectional view taken on the line 4 1 of Figure 3, looking in the direction indicated by the arrows;

Figure 5 is a view similar to Figure 4, taken on the line 5-5 of Figure 3, looking in the direction indicated by the arrows;

Figure 6 is an enlarged longitudinal sectional view taken on the line 6-6 of Figure 1, looking in the direction indicated by the arrows;

Figure T is an end elevational view;

Figures 8 and 9 illustrate a modified installation, of the device'of Figures l to 7, in elusive;

Figure 10 is an elevational view, parts thereof in section, illustrating an alternate form of this invention;

Figure 11 is an end elevational view of the same;

Figures 12 and 13 are transverse sectional views taken on the planes of the lines 12-12 and 155-13, of Figure 10, looking in the directions indicated by the arrows;

Figures 14 and 15 are elevational views of detail parts of a valve employed in the device of Figures ll) to 13, inclusive;

Figure 1G is an end elevational View of another alternate form of this invention;

Figure 1T is a transverse sectional view taken on line 17-17, of Figure 16, looking in the direction indicated by the arrows;

Figure 18 discloses views of the detail parts of a valve employed in the device of Figures 14 and 15;

Figure 19 is a side elevational view illustrating one installment of the device of Figures 16 and 17 on a locomotive;

Figure 20 is an end elevational view of the saine;

Figure 21 is a side elevational view of a further modified or alternate forni ol this invention;

' Figure 22 is an end elevational view of the same;

Figure 23 is an enlarged side elevational view, parts being shown in section;

Figure 24 is a sectional view taken on the line 2li-24 of Figure 23, looking in the direction indicated by the arrow;

. Figure 25 is a top plan;

Figure 26 is an enlarged front elevational. view of a part of the valve structure;

Figure 27 is a transverse sectional view taken on the line 27-27 of Figure 26 looking in the direction indicated by the arrows;

Figure 28 is a rear elevational view of the part shown in Figure 26; and

Figures 29 and 3() are elevational and sectional views respectively, of the valve device, Figure 30 being taken on the line .3G-3') of Figure 29.

Referring more particularly to the drawings, wherein is illustrated one structural embodiment whichattains the objects and features hereinbefore recited, I provide a single cylinder, generally designated 5, said cylinder being open at both ends, said open ends being closed by cylinder heads 6 and 7. The cylinder is conveniently supported on any available part of the structure of the steam locomotive, when employed on such a machine, by means vof the integral brackets 8 8.

The cylinder 5 is conveniently constructed with two working chambers 9 and 1t), and the medial portion of said cylinder is formed into a substantially rectangular casing, as seen in cross section, at 11 in Figure 4. The opposite sides of the rectangular section l1 are provided with openingsl 12 and 13, which receive bearing bushings 14 and 15, said bushings having flanges 1G and 17, respectively, which are secured over the opposite side openings of the section 11, by means of machine bolts 18-18. rl`he flanges 16 and 17, as best shown in Figure 1, are, in effect, cover plates, and the bushings 14 and 15 project into the chamber 19, within the section 11, to afford abutinents 20 and 21, fora purpose which will later appear.

The to Wall of the rectangular portion 11 is provi( ed with an elongated opening 22, above which a steam or air chest or valve casing 23 is disposed, said valve casing having apertured lugs 24, integrally formed thereon, through which lugs extend machine bolts 25, said machine bolts serving to secure the valve casing on the section 11. The valve casing is provided with a threaded opening 26, to which a conduit may be connected for conducting fluid such as air or steam, under pressure, for operating the device.

Within the working chambers 9 and 10 of the cylinder 5 there are disposed pistons 27 and 28, respectively, provided with the usual packing rings 29-29, said pistons being fixedly connected together for simultaneous reciprocation by a cross-head or similar rigid beam 30. The piston 27 is connected to one end of the cross-head 2,0., by the provision of an axial opening 31 in the piston, and a machine bolt 32, which passes through said opening and into a threaded opening 33 in a thickened portion 34 of the cross-head. The piston 28 is similarly secured by a machine bolt 35 to a tapered web 36 which projects from the adjacent end of the cross-head 30. The reason for providing the web 36 will appear later.

The cross-head 30, in operation, is prevented fl'om vibrating or flexing. by the provision of the cross-head guides or shoulders i7 and 38, formed integrally upon and proiecting inwardly from the upper and lower )ortions of the rectangular section 11. the ipposite longitudinal edges of the cross-head i0 having flanges 39 and 40, the outer faces of which flanges are arcuate and seat in the complementally formed inner faces of the guides 37 and 38, respectively. Thus, displacement of the cross-head from its proper position in alignment, with the longitudinal axis of the cylinder is effectively prevented.

The pistons may be generally termed as motion imparting elements, and the'crosshead 30 as a motion transmitting element, and in order to derive motion from the cross-head 30, I rovide a motion translating element comprising a pair of flanges 41 and 42 on the cross-head 30, afforded by the provision of the slot 43 in said cross-head. The slot 43 is disposed at an angularity of approximately eight degrees with respect lo the mcdial longitudinal axis of the cross-head or motion transmitting element, but, of course, this angular-ity may be varied as found desirable. 'lhe flanges 41 and 42, heilig of a suitable transverse width, afford contacting or bearing surfaces 44 and 45.

Motion is translated from the cross-head `30 to a rock shaft 46, said shaft being revolubly mounted in the bushing 15 and provided with a radial arm 47, said arm abutting the inner end 21 of said bushing 15 and also abutting the adjacent side of the cross-head :5o. The free end of the arm 47 is enlarged at 4S. and receives a trunnion 49, carried by a rectangular block 50, which fits fairly snugly between the abutments 41 and 42. On the outer end of the rock shaft 46 there is fixedly secured a rocker arm 51, which projects downwardly as best shown in Figure 7.

The device as installed on `a locomotive, assumes the position shown in Figurel 1. so that the valve casing 23 is at the top, so called. and the arm 51 projects below the cylinder The rocker arm, or as hereafter termed, the reach rod connecting lever 51, has its lower end connected by a transverse pin 52, with a complemental rocker arm 53, the upper end of the arm 53 being provided with an enlargement 54 having split jaws 55-55, which rcceive the outer end of therocl: shaft 56. and are clampingly engaged with said shaft by tightening the transverse bolt 57.

The rock shaft 56 is revolubly mounted in the bushing 14, and the inner end of said shaft 56 is annularly enlarged as at 58` said enlargement 58 having a circular axial recess 59, formed with an internal series of ring gear -teeth 60. The enlargement 58 abuts the inner end 20 of the bushing 14, and the clamping jaws of the.lever 53 abut the outer surface of the plate 16, so that, while permitting free rotationof the shaft 56, longitudinal displacement thereof is prevented. The enlargement 58 is provided with an arm 47, complemental to the arm 47, and enlarged at 48l to receive a trunnion 49, provided upon the beforementioned block 50. The arms 47 and 47 a thus serve to impart motion to both of the shafts 46 and 56.

The rock shaft 56 is prOvided With an axial bore 61, in which a counter shaft 62 is revolubly mounted, the inner end of said shaft 62 having a gear 63 integrally formed therewith. The gear 63 is provided with an annular enlargement 64, on one face thereof, which is adapted to abut the adjacent face of the recess 59, and a lever 65 is mounted on the Outer projecting end of theV shaft 63 by means of a clamping enlargement or jaw 66, said jaw 66, when properly secured, being in abutment with the outer face of the clamp 54, the en largement 64 and clamp 66 thus preventing material longitudinal displacement of the shaft 62. The enlargement 64 furthermore spaces the gear 63 from the adjacent face of the chamber 59.

An axial trunnion 67 is fixedly secured in a valve operating lever 68, and said trunnion is provided with a head 69 which is receivable into an axial recess in the gear 63. The lever 68 is provided with radial lugs 7L) on which are secured bearing pins 71. each pin carrying a freely rotatable pinion 72. The pinions 72 are in' intermeshmg engagement with the ring gear tooth 60 and the gear 63. There are three pinions provided, preferably disposed at 120 degrees a art. The lever 68 is retained against ispla-cement between the abutments 41 and 42 and gear 63, (see Figure 4). The cross-head 30 is prevented against rotation or tumbling by the abutting engagement therewith of the lever 47 and valve arm 68, as best seen in Figure 4.

A valve operating lever 68 extends through the opening 22 and is provided with an enlarged head 73, said head being substantially hemispherical and lying in a recess or pocket 74. formed in the valve element 75. The valve 75 is of the conventional D-type and is disposed within the valve casing 23, and this valve controls admission of Huid under pressure to one or the other of the working chambers 9 and 10 of the cylinders. The extremities of the valve 75 are enlarged at 76 and 7 7 and these portions are adapted to slide upon the surface 78. Recesses 79 and 80 are provided in the under side of the portions 76and 77. and serve to control communication between the conduits 81 and 82. and the exhaust conduits 83 and 84. respectively. The conduits 81 and 82 lead to the outer ends of the working chambers 9 and 10. and said conduits 81 and 82 are cast with the cylinder 5, but lie beyond the peripheral Outer surface thereof, as will be seen in Figures l and 5.

'When this device is installed on steam locomotives a reach rod 85. which extends from a. manually or otherwise operated reverse lever in the cab, connects pivotally to an enlargement 86, formed on the lever 65, and a second reach rod 87 is pivotally connected to the pin 52, and extends and is connected to the reverse shaft arm (not shown) which serves to elevate and depress the radius bar of a. standard locomotive valve gear. The re- Verse lever which is located in the cab, and the parts of the valve gear have been omitted as they do not, in detail, form any part of this invention. e

In the operation of this reverse gear for locomotive valve motions the degree of movement within the limits prescribed by the length of the slot 43 is controlled by the hand operated reverse lever referred to, but not shown. It will be seen, upon reference to Figures l and 3, that by imparting movement in the direction of the arrow A (Figure l) to the reach rod 85, rotative motion will be imparted to the gear 63 in a clockwise direction as viewed in Figure 3, which, in turn, through the medium of the pinion 72-7 2 and the stationary ring gear 60, causes the valve operating lever 68 to slide the valve 75 in such direction that the conduit 81 is brought into communication with the fluid pressure inlet 26 through the valve chamber, thereby forcing the piston 27 and cross-head to the right as seen in Figure 3. Rectilinear motion of the cross-head, as referred to, depresses the arm 47, by virtue of the engagement of the abutment 41 above the block 50, and thereby imparts a partial rotation to the shaft 46, and swings the levers 51 and 53 in the direction of the arrow B, Figure l. As the levers 51 and 53 swing in response to the action just referred to, the ring gear 60 is rotated, which automatically arrests further movement of the valve lever 68, and assuming that the operator latches the manually operated reverse lever, the piston 27, following through under pressure, returns valve 75 to the neutral or lap position shown in Figure 3, in which the valve and pistons remain, until further adjustmentof the manually operated reverse lever takes place. This is true, because any attempt of the cross-head to go beyond the point at which it is set, results in a backing of the valve 75 to admit fluid under pressure to the piston 28, and thus balance the device. Ordinarily, however, the valve assumes the lap position, as seen in Figure 3, and thus serves as a lock on further movement of the piston in either direction. Balancing of the device is best accomplished after fluid under pressure has once been admitted to both Working chambers, although this is not absolutely necessary to successful efficient operation. Thus the operator is enabled to follow the usual practice of starting the locomotive with a full stroke of the engine valves, or, as commonly termed, a long cutoff, and as speed is increased the cut-off may be reduced in the usual manner, or the en gine latched up. Any tendency for vibration to disturb the setting of the reverse gear of this invention is immediately compensated fo" by the differential gear arrangement repA l llt) resented by gear 63, ring gear 60, and pinions 72, so that the valve is adjusted automatically to correct any tendency for the cross-head to leave the setting desired. It will be seen that the device may be conveniently installed on a locomotive so that the operator may move the manual reverse lever, and the engine valves in either progressive steps or from full ahead to full reverse, in the same directionas that which it is desired to run the locomotive, and that the operator can, with safety and precision, control the positions of the engine valves, the same as though they were directly manually shifted. Furthermore` the absence of worms and worm gearing eliminates lost motion and reduces cost of manufacture.

The reason for the mounting of the piston 28 on the web 36 at a greater distance from the adjacent end of the slot 43, than that of the piston 27, from the other end of the slot, is that the block 50 is not in the exact medial portion of the cylinder 5, and thus without the offsetting of the piston 8, the strokes of the pistons 27 and 28 would not be properly coincidental with respect to their respective distances from the shaft 46, or medial portion of the cylinder.

Upon reference to Figures 8 and 9, it will be observed that there is provided a modified or alternate form and installation of the device illustrated in Figures 1 to 7, inclusive. The details of structure of the fluid motor, here designated in its entirety as 5, are substantially identical with those of the device illustrated in Figures 1 to 7, with the exception that the device 5*L is mounted, by the provision of a saddle 8, upon the under surface of the boiler 9a of a locomotive, and at a point convenient to the valve gear of he locomotive, such valve gear being omit ed here.

The principal object which is attained by the provision of the arrangement shown in Figures 8 and 9, is that the fluid motor is mounted adjacent to the link motion and radius rod of such link motion, thus eliminating certain connecting links and rods. The radius rod is shown in Figure 8 and designated 90, and as is common practice, is pivi otally connected at one end (not shown) to a part of the valve motion known as the combination lever. However, the radius rod may be otherwise connected as far as its forward end is concerned, but the other end thereof is pivotally connected at 91 to a connecting rod 92.

The conventional supporting brackets 93 and 94 are provided. which brackets are mounted on Veither side of the locomotive, and are provided each with a bearing 95, in which the link (not shown) is oscillatingly mounted. As is conventional, the radius rod is pivotall connected to a block which slides in the lin so that as the outer end of the radius rod is elevated and depressed the position of the valve stem and locomotive valve are changed for reversing the locomotive, or for regulating the cut-oil. Each of the brackets is provided with an elongated opening 96, through which the radius rod 90 projects.

The fluid motor is here shown as inverted and thus the fluid pressure chest 97 is presented downwardly. The reason for this mounting is that the angularity of the slot 45a is such that the proper motion is imparted only when the device is inverted as shown, unless the fluid motor mechanism is structurally altered. It is intended that the device of Figures 1 to 7 be employed in the installation shown in Figures 8 and 9, and therefore this change of position of the device is required. It will be observed from Figure 9 that the rocker shaft 98 extends across the locomotive and is composed of the sections 99 and 99, one of which may be an extension of the shaft 56, hereinbefore referred to, and the other of which may be an extension of the shaft 46.

lVhiIe the two sections 99 and 99 are independent of each other, they are simultaneously actuated because of the provision of the two arms 47 and 47, hereinhefore described, and best seen in Figures 5 and 6. Thus, the sections 99 and 99 operate as a single shaft.

The shaft sections 99 and 99a are, at their outer ends, mounted in bearings 102 and 103, provided on the top portions of the brackets 93 and 94, respectively. The valve controlling shaft 62, previously referred to, is here extended axially through the section 99, as indicated at 104, and extends beyond the outer end of said shaft section to receive a lever 105, which latter is connected to the manually operated mechanism in the engine cab.

The shaft section 99 is connected to the radius rods provided on either side of the locomotive, by the provision of arms 10G-106 which are fixedly connected to the shaft sections 99 and 99, the free end of the arm 106, as best seen in Figure 8, being pivotally connected at 107 to the upper end of the connecting rod 92.

It will be observed from the foregoing that the installation herein provided is compact and extremely simple, especially in that 1t eliminates providing a long reach rod from the fluid motor to the tumbling shaft of the valve gear, in other words, that shaft which would be substituted in place of the shaft sections 99 and 99. Of course, this installation requires a slight modification of the conventional valve gear structure, in so far as the tumbling shaft is concerned, but as the shaft sections 99 and 99 correspond to the conventional form of tumbling shaft, it is only necessary that this latter shaft be removed from the bearings 102 and 103 and thls invention substituted therefor.

Referring now to the modified form of this invention illustrated in Figures 10 to 15, inclusive, there is provided a cylinder 108, said cylinder having working chambers 109 and 110, the chamber 110 being closed by an integral end wall 111, and the chamber 109 being closed by removable end head 112. The portion of the cylinder 108 which defines the working chamber 110 is preferably constructed separately from the main part of the cylinder, and to this end the cylinder 108 is provided with a radial peripheral flange 113, which is in abutment with a complemental flange 114, provided on the detachable part of the cylinder, and fixedly secured thereto by the provision of a circular series of fastening screws 115.

Within the cylinder 108 there is provided a single piston 116, normally, that is when in neutral position, being disposed in the medial portion of the cylinder, said piston being longitudinally slidable in the cylinder, between the Working chambers 109 and 110. A crosshead 117 is integrally formed with or other-V wise fixedly connected to the piston 116, said cross-head comprising the spaced substantially fiat bars 118 and 119. The lon itudinal edges of said bars are provide with curved beveled surfaces 120 and 121, respectively, which are adapted to engage the internal surface 122 of the cylinder.

The bars 118 and 119 are spaced apart to receive therebetween a movable element 123 which serves to transmit motion from the cross-head to mechanism to be moved, and described later. To impart motion to the element 123, which, as shown, is a substantially cylindrical rod, the intermediate portion thereof is enlarged and flattened at 124 to forln a support for trunnion shaft 125, onthe free ends of which shaft are mounted rocking blocks 126 and 127, which latter lie in slots 128 and 129 in the bars 118 and 119. The slots 128 and 129 are disposed in planes an, gularly related to the longitudinal axis of the device, and the surfaces 130-130 thereof contact with the adjacent surfaces of said blocks 126 and 127. At or adjacent the area of contact between the blocks and the slots, the internal diameter of the cylinder 108 is enlarged, and at this point the cylinder is provided with internal wearing surfaces 131-131, which engage the bars 118 and 119. The bars forming the cross-head 117, when in either of the working chambers of the cylinder are guided by the peripheral walls thereof. As best seen in Figure 13, the rod -123 fits snugly between the bars 118 and 119 and thereby prevents rotation of the cross-head in the cylinder.

The lower end of the rod 123 is slidably mounted in a pocket 132, the upper portion of said rod passing through and being surrounded by a packing 133, said packing being susltained by socket member 134, mounted in an opening 135, in the cylinder 108, said opening being bordered by an upstanding angular flange 136. A retaining plate 137 en ages the flange 136 and said packing, and olts 138-138 pass through said retaining plate for an obvious purpose.

Motion is imparted from the rod 123 to the mechanism to be moved (not shown) by the provision of a rock shaft 139, said rock shaft being revolubly mounted in bearings 40-40, provided on the standards 141-141, said standards being cast preferably integrally with the cylinder 108. The standards 141 are curved so as to bring the aXis of the shaft 139 to one side of the rod 123, as best shown in Figure 10, and upon said shaft and between the bearings 140 there is iixedly secured the hub portion 142, by the provision of a key 143, a lever 144 extending from said hub 142 and having a laterally extending pin 145 which engages in a transverse slot 146, provided in an enlargement 147 on the upper end of the rod 123. The outer ends of the shaft 139 project beyond the bearings in order to receive the hub portions 148-148 of rocker arms 149-149, and the lower ends of said arms receive a trunnion 150 to which a reach rod 151 is pivotally connected.

It will be observed that as the piston reciprocates, the slots in the cross-head will impart transverse rec'iprocation to the rod 123 and thereby rock the shaft 139.

Fluid pressure to the cylinder for reciprocating the piston is controlled by the provision of a valve, said valve being generally designated 152 and having operative connection with manually operated means, and also with one of the arms 149, so that control of motion is entirely Within the hands of the operator, and in which he may impart motion forwardly or rearwardly to the piston either in steps or in a given direction continuously within prescribed limits.

To this end the valve includes a supporting part 153 cast integrally with the cylinder 108, and rovided with an air chamber 154 to whic an air or other Huid supply pipe is connected. A cover plate 156 is secured ,to the part 153 by the provision of bolts 157, or the like, which pass through the plate 156 and into threaded openings in the part 153. The cover plate 156 is provided with an axial opening 158 forming a bearing for a valve stem 159, said stem extending into the chamber 154 and being keyed or otherwise fixedly secured to the disk valve 160.

As best shown in Figure 15, the valve 160 is cut away at 161 and is provided with a seg mental groove 162, which groove is adapted to be presented toward the inner face 163 of the cover plate 156, and also ada ted to be in continuous communication wit an exhaust port 164 provided in said cover plate. Said cover plate is furthermore provided with spaced apart ports 165 and 166, Said ports `165 and 166 and.` the exhaust port 164 being arranged approximately 120 degrees apart as best seen in Figure 14. The ports 165 and 166 when the cover plate is placed in position communicate with conduits 169 and 170 provided on the cylinder 108, said conduits extending to points on either side of the piston 116.

As will be observed from Figures 10, 14, and 15, the normal position of the valve 160 is such that its portions 16th-160a cover the ports l(`5 and 166. and thus exclude the pressure medium from said ports.

The valve is manually operated, that is, rotated through a certain prescribed arc by provision of crank arm 171 fixed to the outer end of the valve stem 159, and to said crank arm there is pivotally connected, at 172 a combination lever 173, the upper end of said combination lever being pivotally connected at 174 to a manually operated reach` rod 175, which latter extends to the engineers cab, when the device is installed on a locomotive. The lower end of the combination lever 173 is pivotally connected at 176 to a connecting rod 177, which latter is pivotally connected at 178 to the rocker arm 149.

In the operation of this device, the piston is caused to reciprocate, or to move in one or the other directions desired, by imparting motion in the opposite direction to the reach rod 175. Assuming that motion is imparted to the reach rod 175 so as to displace the same toward the lett hand end otFigure 10, it will be observed that the crank arm 171 will be oscillated to swing the valve 160 in a clockwise direction, which motion of the valve places the port 165 in communication with the chamber 154 and admits fluid under pressure tothe working chamber 109, thereby causing the piston 116 to be displaced to the right in Figure 10. The angularity of the slots 128 and 129 is such that the rod 123 will be pulled downwardly. and this motion, through the shaft 139, moves the reach rod 151 in the direction of the arrow X, Figure 10. Thus it will be observed that the reach rod 151 and piston 116, move in the same direction on a given impulse, while the reach rod 175 may be so connected to a manually operated lever (not shown) that such lever is moved in the same direction as the piston and reach rod 151. As the piston responds to the pressure. and the arm 149 is displaced to the right, the combination lever 173 willbe swung, b virtue of its connection through the rod 17,7, on the point 174 as a pivot, and thereby return the valve 169 to the neutral or lap position, thus equalizing the pressure on either side of the piston. As the lower end of the combination lever is fixed at the pivot point 176 by virtue of its connection with the arm 149, it is possible for the operator to again move the reach rod 151, either in the same direction or in an opposite direction,

by imparting motion in the desired direction to said reach rod 175, through the manual means provided. Of course, it will be readily understood that the reach rod 175 is connected Withlatching mechanism which has not been shown. Thus, it will be seen that, rst; the rod 177 forms a fulcrum on which the combination lever is mani ulated, and secondly; after a movement o the piston, and upon a final setting of the reach rod 175, the latter forms a fulcrum for the combination lever. Therefore, With the exception of the manual setting of the valve, the degree of movement and the 4direction of movement taken by the piston and the distance to which same will travel on a given setting -of the reach rod 175 is wholly automatic. To reverse the valve gear of the locomotive the reach rod 175 is simply moved in a right hand direction as viewed in Figure 10.

Referring now to the device shown in Fignres 16 to 18, inclusive, and to the installation of this device illustrated in Figures 19 vand 20, it will be seen that there is provided a cylinder 180, in which is reciprocable a piston 181 having a piston rod 182, which latter is provided along one edge with rack teeth 183. The cylinder is provided with a removable head 184 at one end, and the other end of the cylinder is provided with a laterally extending portion 184, the cylinder and the portion 184 being preferably one casting. The part 184 forms a chamber 184, and on said part 184 there is integrally cast or otherwise tixedly secured an upstanding portion 186 forming a chamber 187 which is in com` munication with the chamber 185, so as to form a complete housing for mechanism which will presently be destribed. The np standing portion 186 is provided with a bearing 188 in which the locomotive valve gear tumbling shaft 189 is revoluble, said bearing having a retaining plate 190 which embraces said shaft and is bolted or otherwise secured at 191 to the upstanding part 186.

As best shown .in Figure 17, the cylinder 180, as seen at the right hand end of this view, is provided with an axially extending pocket 192 adapted to receive the piston rod 182 when the same is reciprocated, and the cyhndrical Wall 193 of the cylinder 180 serves to divide the working chambers of the cylinder from the chambers 185 and 187, as best secu in Figure 16.

The rack teeth 183 are in meshing engagement with a pinion` 194 revolubly mounted within the cylinder 180 on a shaft 195, which shaft extends transversely of the cylinder, its mounted in a bearing 196, and is preferably integrally formed with a worm 197, the latte;` being revoluble in the chamber 185. Reciprocation of the piston, it Will be observed, imparts rotation to the worm 197.

It is intended that the worm 197 imparts, through its rotation, motion through the shaft 189, and to this end a segmental rack IIS CTI

198 is provided on the lower end of an arm 199, said arm being in meshing engagement with the Worm 197. The arm 199 is provided with a hub portion 200, which is keyed or otherwise liXedly connected at 201 to the shaft 189, and the chamber 187 is of sufficient size to permit oscillation of the arm 199 in response to rotation of the Worm.

As in the devices of this invention which have been previously described, the piston 181 is moved in the desired direction by the admittance of Huid under pressure to the cylinder 180 on the proper side of the piston.- To this end, l provide a valve generally designated 202 mounted on an enlargement 203 formed integrally with the portion 184. The valve here shown comprises a disk 204 liXedly mounted upon a revoluble valve stem 205, which latter lies within a bearing sleeve 206, said bearing sleeve being formed upon the secondary valve disk 207. The disk 204 is in facial Contact with the disk 207, and both of said disks lie Within the chamber 208. formed in the enlargement 203. The disk 207 is revolubly mounted, the sleeve 206 being arranged in an openingr 209 formed in the cover plate 210, which latter closes the front of the chamber 208.

The cover plate 210 is provided with an exhaust port 211, and also is provided With communication ducts 212 and 213, which latter have ports 214 and 215 respectively, which open into the chamber 208, through certain ducts in the disks 204 and 207. The other ends of the ducts 212 and 213 connect with conduits 216 and 217, respectively, arranged for conducting fiuid under pressure to the opposite ends of the cylinder. The exhaust port 211, and ports 214 and 215 are arranged about 120 degrees apait, as best seen in Figures 16 and 18. 4

The disk 207 is provided with a circular series of three segmental slots 218 terminating as shown in Figure 18 to afford `solid portions 219--219` and in position in the valve chamber, the slots 218 register each with one of the ports 211, 214, and 215.

The disk 204 is provided with a segmental groove 220, presented toward the disk 207,

' and a part of the disk 204 is cut away as at 221. The lap or neutral position of the valve disk 204. and the position of the Secondary valve disk 207, are such that the recess 221 is in alinement with one of the ports 219 of the secondary disk, and the groove 220 is then in registration with the lowermost of the slots 218. f

Rotation of the valve 204 in either direction admits fluid under pressure through the recess 221 to one or the other of the ducts 216 or 217, via one of the slots 218 in the secondary disk 207. At the same time the other of the ducts 216 or 217 is placed in communication with atmosphere via the groove 220, slots 218, and exhaust port 211. Fluid under pressure is supplied to the chamber 208 through a conduit 222.

Movement of the valve to its various positions is controlled manually, and the flow of fluid through the valve is further controlled by the movement of the `piston 181. The primary valve 204 is manually controlled by the position of a lever 223, fixedly mounted on the outer shaft or valve stem 205. The valve disk 207. here termed the secondary valve, is operated by the provision of a lever 224 pivotally connected at its outer end to a connecting rod 225, said lever being ixedly engaged at 226 with the sleeve 206. The connecting rod 225 is bifurcated on its outer end and pivotally connected at 227 to a short arm 228, said arm having a hub portion 229 which encircles the shaft 189, and is keyed thereto as at 230.

In operation, it being understood that the lever 223 is connected to a manually operated mechanism (not shown), provided in the cab of the locomotive, a displacement of the lever 223'in a clock-Wise direction brings the recess 221 into communication with the duct 215, which permits fluid under pressure to pass from the chamber 208, via one of the slots 218 in the secondary valve to the conduit 217, thence to the right hand side of the piston 181, as viewed in Figure 17. This transmits motion to the piston and this motion is, in turn, transmitted to the Worm 197, thence to the arm 199, giving the necessary motion to the shaft 189. When the manually operated lever 223 is locked in the desired position, after a movement has been imparted thereto, the valve 204 is, of course, stopped. However, the shaft 189, in transmitting its motion to the connecting rod 225, rotates the disk 207, or secondary valve, in the same direction as the valve 204, and this motion continues until one of the blank spaces 219 of said secondary valve again registers with the recess 221. This automatically shuts olf the suspply of fluid and the piston 181 is arrested. imilarly, a motion in a counter-clockwise direction to the lever 223 Will simply reverse the operation as above described, so that the movement of the shaft 189 is always Within the control of the operator.` It will be obvious that movement of the piston beyond the desired limit cannot 4be had, regardless of where the piston may be, as the disk 207 always acts as a follow-up and must move in response to the movement of the shaft 189.

There are many different applications to. Which the invention illustrated in Figures 16 to 18 may be adapted, but as applied to a steam locomotive valve gear the invention is installed as best shown in Fiires 19 and 20. It will be observed that, in 20, the tumbling shaft 189 is part of a valve ear installation similar to that partly shown 1n Figures 8 and 9.

Referring now to Figures 19 and 20, it will be seen that the tumbling shaft 189 extends igures 19 and l 

